ES2667481T3 - Flight vehicle with an improved differential acceleration control - Google Patents

Abstract

A flight vehicle configured to provide improved control over the pitch or yaw axes during the flight, comprising: a first and a second plurality of engines (20, 22, 24, 26) that are separated equidistant from each other and from the central line (14) of the flight vehicle, each of the first diversity of engines (20, 24) positioned alternately with respect to each of the second diversity of engines (22, 26), and the first and second diversity of engines (20, 22, 24, 26) configured for differential acceleration to control the behavior of the flight vehicle on the pitch and yaw axes, characterized in that the first diversity of engines (20, 24) of the flight vehicle has a positive tangential inclination such that a thrust line of each of the first diversity of engines (20, 24) is misaligned with a central line (14) of the flight vehicle; and the second engine diversity (22, 26) of the flight vehicle has a negative tangential inclination such that a thrust line of each of the second engine diversity (22, 26) is misaligned with the center line (14) of the flight vehicle, where the positive and negative tangential inclinations of the first and second diversity of engines (20, 22, 24, 26) improve the movement of the flight vehicle around one of the pitch and yaw axes, where the First motor diversity (20, 24) includes two motors (20, 24) with positive tangential inclination that are configured to provide a first swinging moment around the center line (14) and the second motor diversity (22, 26 ) includes two motors (22, 26) with negative tangential inclinations that are configured to provide a second swinging moment around the center line (14), where the first and second swinging moments are c Ancel each other.

Description

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DESCRIPTION

Flight vehicle with an improved differential acceleration control Technical field

The field of the embodiments presented here is directed to flying vehicles, and more particularly, to the tangential inclination of multiple engines to improve the amount of control moment around any of the pitching or yaw axes.

Background

Rocket-propelled flight vehicles typically include mechanisms to provide control of the orientation (behavior) of the flight vehicle around its center of gravity (CG). While in flight, the flight vehicle rotates in three dimensions on three axes that cross the center of mass of the vehicle. The three angles of rotation are known as rolling, pitching and yaw. Most flight vehicles are symmetrical on a central longitudinal axis that goes from the nose to the tail through the CG. Although reference is made to the CG in general when flying in the atmosphere, referring to the CG here can also be used to refer to the center of mass of vehicles in space when there is indeed no gravity.

The movement around the central longitudinal axis is called balancing. A pitching movement is an upward or downward movement of the nose of the flying vehicle around a lateral axis through the CG. Pitching is related to the orientation around this lateral axis. A yaw movement is a side-by-side movement of the nose of the flying vehicle around a vertical axis through the CG. The yaw is also known as "heading." These rotations of the flight vehicle are produced by twists or moments around these three axes commonly known as body axes. The axes of the body can be represented by the letters x, y and z.

Typically, the thrust vectors of the flight vehicle engines are parallel to the center line of the flight vehicle unless the CG is not along the center line of the flight vehicle or if a slight rocking of the vehicle is desired. . When each of the thrust vectors of the multiple engines of the flight vehicle is parallel to the center line of the flight vehicle, there is no time around the CG. When the engines of the flight vehicle are inclined, then the thrust vectors of the inclined engines are misaligned with respect to the center line of the flight vehicle. In such cases, however, the motors are inclined to reduce the moments on the CG. For example, some flight vehicles such as the space shuttle have misaligned mass properties with respect to the center line of the flight vehicle. The space shuttle had misaligned mass properties due to the external fuel tank and, therefore, the space shuttle's engines were tilted to reduce moments on the CG. Flight vehicles with misaligned mass properties may be referred to as asymmetric flight vehicles. On the other hand, a symmetric flight vehicle has a CG that is typically located in the center line of the flight vehicle.

Some flight vehicles use thrust vector control (TVC) to control the trajectory and behavior of a flight vehicle by manipulating the direction of the thrust vector from one or more of the main engines relative to the CG. The thrust vectorization can be achieved by balancing the rocket engine. To balance, the rocket engine nozzle is rotated or rotated around a pivot point from side to side to change the direction of the thrust vector with respect to the CG of the flight vehicle. Another method of TVC is to change the magnitude of a thrust vector of an engine in relation to a thrust vector of one or more of the other engines to change the momentum of the engine related to the CG of the flight vehicle. In both situations, the change in thrust results in a moment around the center line that changes the trajectory of the flight vehicle. However, the TVC is limited to controlling the trajectory of the flight vehicle instead of controlling the behavior of the flight vehicle with the moments. In addition, the engines are not fixed with respect to the center line of the flight vehicle during the flight.

When the thrust is oriented parallel to the center line of the flight vehicle (balancing axis), the control of balancing is normally obtained by having at least one of the inclined motors to impart balancing on the flight vehicle. In flight vehicles flying out of the atmosphere, the TVC is the main means of control during the thrust of the main engine because aerodynamic control surfaces are ineffective. In addition, in flight vehicles in space or low atmosphere environments, when the main engines do not push, the moments are generally produced by a reaction control system (RCS) consisting of small rocket propellants used to apply an asymmetric thrust. in the flight vehicle.

However, it is desirable to obtain improved maneuverability around the pitch and yaw axes without balancing the main engines, or the use of RCSs due to the additional costs associated with these systems and their operational use. It is also desirable to improve pitch and yaw movements without dynamically tilting the engines during the flight.

It is with respect to these and other considerations that the disclosure is presented here.

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WO2013105988A2 discloses a set of rockets that can be accelerated, fixed and grouped, which can be used to propel and guide a ship in land or extraterrestrial applications. The fixed inclination of each of at least three individual rocket engines in the group provides direction input to the overall assembly. More specifically, by changing the propulsion flow rate to the individual rocket engines with each other, the overall thrust vector of the rocket assembly can be selected to provide a desired direction input to the ship.

US 3057581 (A) discloses a multi-stage rocket structure that is provided with a variety of propulsion means operating in a second stage or a later stage of rocket travel and can be retracted into a shell. outside when they are inactive. US 20100327107 (A1) discloses vehicles with bi-directional control surfaces and associated systems and methods. In a particular embodiment, a rocket can include a variety of bidirectional control surfaces located towards a rear part of the rocket in which the bidirectional control surfaces can be operable to control the orientation and / or flight path of the rocket either during the ascent, in a first nose orientation, and descent, in a first tail orientation for, for example, a tail landing down.

US document 3314609 (A) discloses a cap group nozzle rocket that includes a central plug concentrically positioned around an axis that is shaped to converge toward said axis from its front end to its rear end.

WO9607587 (A1) discloses a single stage reusable spacecraft to orbit and a reusable launch assistance platform. The platform has a frame with a cradle to support the spacecraft and rocket engines attached to the launch assistance platform to drive the launch assistance platform and the spacecraft substantially vertically through the atmosphere.

WO2013004073 (A1) discloses a rocket carrier propeller device disposed on the outer wall of a rocket carrier equipped with some groups of jet nozzles. The nozzles rotate in any direction. The ejection angle of the flow from the nozzles determines the direction of the flight.

Summary

In accordance with the present invention, a flight vehicle is provided to provide improved control of the pitch or yaw axes during the flight as defined in claim 1.

It should be appreciated that this summary is provided to introduce a selection of concepts in a simplified form that is described in more detail below in the detailed description. This summary is not intended to be used to limit the scope of the claimed subject matter.

According to an embodiment disclosed herein, a flight vehicle configured to provide improved control around the pitch and yaw axes during the flight is provided. The flight vehicle includes a first number of flight vehicle engines that have a positive tangential inclination such that a thrust line of each of the first engines is misaligned with a center line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle, and a second number of flight vehicle engines that have a negative tangential inclination such that a thrust line of each of the second engines is misaligned with the center line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle and in the opposite direction to the first number of engines. The first and the second number of engines are separated equidistant from each other and from the center line of the flight vehicle. Each of the first number of engines is alternately located in relation to each of the second number of engines. The first and second number of engines are configured for differential acceleration to control the behavior of the flight vehicle on the pitch, the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle, and a second number of vehicle engines that has a negative tangential inclination such that a thrust line of each of the second number of engines is misaligned with the center line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle and in the opposite direction to the first number of engines. The first and the second number of engines are separated equidistant from each other and from the center line of the flight vehicle. Each of the first engines is located alternately in relation to the yaw and roll axes. The positive and negative tangential inclinations of the first and second number of engines improve the movement of the flight vehicle around one of the pitch and yaw axes.

According to another embodiment described herein, a method is provided to improve one of the pitch and yaw controls of a flight vehicle during the flight. The method includes determining a preferred maneuvering axis of the flight vehicle. In response to the determination of a preferred maneuvering axis, the method includes configuring a first and a second number of flight vehicle engines by tangentially tilting the first number of flight vehicle engines to have a positive tangential inclination with respect to the circumference. of the flight vehicle such that the thrust lines of the first number of engines are not parallel to the center line of the flight vehicle and incline tangentially to the second number of engines of the flight vehicle to have a negative tangential inclination with respect to the circumference of the flight vehicle and in front of the first

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diversity of the engines so that the thrust lines of the second number of engines are not parallel to the center line of the flight vehicle. The method also includes differentially accelerating the first and second number of engines to control the behavior of the flight vehicle around the pitch, yaw and roll axes. The method may also include decreasing the movement of the flight vehicle around a different axis than the preferred axis of maneuver.

In yet another embodiment more disclosed herein, a flight vehicle configured to provide improved control over one of the pitch and yaw axes during the flight is provided. The flight vehicle includes a first number of engines of the flight vehicle that has a positive tangential inclination with respect to the circumference of the flight vehicle so that the thrust lines of the first number of engines are not parallel to the center line of the vehicle of flight and a second number of engines of the flight vehicle having a negative tangential inclination opposite to the first diversity of engines, so that the thrust lines of the second number of engines are not parallel to the center line of the flight vehicle. The first and second number of engines are alternately located relative to each other. The flight vehicle has a center of mass located substantially on the center line of the flight vehicle. The tangential inclination of the first and second number of engines generates a moment partially defined by directional cosines with respect to the center line of the flight vehicle and the center lines of the engine of each of the first and second number of engines. The first and second number of engines are differentially accelerated to control the behavior of the flight vehicle on the pitch, yaw and roll axes, thus generating an improved movement of the flight vehicle on one of the pitch and yaw axes and the movement Flight vehicle decreased on the other pitch and yaw axes.

In accordance with yet another embodiment disclosed herein, a flight vehicle configured to provide improved control over the pitch and yaw axes during the flight is provided. The flight vehicle includes a first engine of the flight vehicle having a first tangential inclination such that a thrust line of the first engine is misaligned with a center line of the flight vehicle in a tangential direction with respect to a circumference of the vehicle of flight. The system further includes a second flight vehicle engine that has a second tangential inclination so that a thrust line of each of the second engine diversity is misaligned with the center line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle. The first and second engines are separated equidistant from each other and from the center line of the flight vehicle and are configured for differential acceleration to control the behavior of the flight vehicle. The first and second tangential inclination of the first and second engines are equal but opposite, thus improving the movement of the flight vehicle around one of the pitch and yaw axes.

The features, functions and advantages that have been discussed can be independently achieved in various embodiments of the present disclosure or can be combined in still other embodiments, the further details of which can be seen with reference to the following description and drawings.

Brief description of the drawings

The embodiments presented here will be more fully understood from the detailed description and accompanying drawings, where:

Figure 1 illustrates a perspective view of an embodiment of a flight vehicle having a center of gravity along a central line and ahead of the engines mounted at the rear end according to at least one embodiment described herein,

Figure 2 illustrates an embodiment of multiple radially displaced motors from the center line and separated equidistant apart according to at least one embodiment described herein,

Figure 3 illustrates a perspective view of one of the engines without inclination and having a central motor line substantially parallel to the center line of the flight vehicle according to at least one embodiment described herein,

Figure 4 illustrates the thrust line of the engine of Figure 3 with respect to the center line of the flight vehicle according to at least one embodiment described herein,

Figure 5A illustrates an embodiment of multiple motors configured with a positive tangential inclination in accordance with at least one embodiment described herein,

Figure 5B is a perspective view of the configuration of the motors with the positive tangential inclination of Figure 5A where the motors are ahead of the center of gravity according to at least one embodiment described herein,

Figure 6A illustrates an embodiment of the multiple motors where one pair of motors has a positive tangential inclination and the other pair of motors has a negative tangential inclination according to at least one embodiment described herein,

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Figure 6B is a perspective view of the configuration of a pair of motors with a positive tangential inclination and the other pair of motors having a negative tangential inclination where both motor pairs are ahead of the center of gravity according to at least one embodiment described here,

Figures 7A and 7B are similar to Figures 6A and 6B, except that the motor polarities of each motor pair have turned according to at least one embodiment described herein,

Figure 8 illustrates a perspective view of one of the motors of any of the configurations of Figures 6A and 6B or the configuration of 7a and 7B where the motor is inclined so that the motor center line is misaligned with the center line of the flight vehicle according to at least one embodiment described herein,

Figure 9 illustrates the thrust line of the engine of Figure 8 with respect to the center line of the flight vehicle according to at least one embodiment described herein, and

Figure 10 illustrates an embodiment of a routine for improving pitching or yawning moments in accordance with at least one embodiment described herein.

Detailed description

The following detailed description is directed to flight vehicles that have multiple tangential tilt engines where the inclined engines are accelerated differentially to improve the amount of control moment on the pitch or yaw axes. The present invention is susceptible to realization in many different ways. There is no intention to limit the principles of the present invention to the particular described embodiments. References made below in certain directions, such as, for example, "front," "back," "left," and "right," are made as seen from the rear of the forward flight vehicle. . In the following detailed description, reference is made to the accompanying drawings that are part of it and in which specific embodiments or examples are shown by way of illustration. With reference now to the drawings, in which the same numbers represent similar elements throughout the various figures, aspects of the present disclosure will be presented.

Aspects of this disclosure can be used in various types of vehicles such as, for example, aircraft, spacecraft, satellites, mines propelled by underwater rockets, missiles, air-launched vehicles, vertically launched vehicles and land-launched vehicles. For the sake of simplicity to explain aspects of the present disclosure, this specification will continue to use a flight vehicle 10 as the main example. However, as will be noted, various aspects of the present disclosure are not limited to any particular type of vehicle.

As those skilled in the art understand well, an example of a flight vehicle 10 is shown in Figure 1. The flight vehicle 10 includes an elongated fuselage and can have any number of engines. The engines may be placed at one end of the flight vehicle such as at the rear end or mounted somewhere along the length of the fuselage on the outer periphery of the flight vehicle 10. As shown in Figure 1, the flight vehicle has a center of gravity (CG) 12 preferably along a center line 14 of the vehicle. The central line 14 can sometimes be referred to as a longitudinal axis 14 of the flight vehicle 10.

Figure 2 illustrates an end view of an embodiment of the flight vehicle 10 with four engines 20, 22, 24, 26 at one end of the flight vehicle 10. Preferably, the motors 20, 22, 24, 26 are radially displaced from the center line 14 and separated equidistant from each other. In one or more configurations, the engines 20, 22, 24, 26 are fixed with respect to the center line 14 of the flight vehicle 10. The engine 20 is in the upper right, the engine 22 is in the lower right, the engine 24 is in the lower left, and the engine 26 is in the upper left. Motors 20, 22, 24 and 26 are sometimes referred to as 1,2, 3 and 4 engines, respectively.

Figure 2 could alternatively represent the engines 20, 22, 24, 26 mounted along the length of the fuselage of the flight vehicle 10 and in front of the CG 12. In that case, the engines 20, 22, 24, 26 would move radially further from the center line 14 on the outer periphery of the fuselage of the flying vehicle 10, so that the feathers of the engines 20, 22, 24, 26 do not interfere with the fuselage of the flying vehicle 10. In any case, the engine boom 20, 22, 24, 26 in Figure 2 are directed backwards and in the opposite direction to the direction of travel 14 of the flight vehicle. Therefore, one aspect of the disclosure is that the engines 20, 22, 24, 26 may be in front of or behind the center of mass of the flight vehicle 10.

The motors 20, 22, 24, 26 are mainly represented as nozzles with a pivot point 32. Each pivot point 32 is sometimes called a vertex and collectively the pivot points 32 can be called vertices. As those skilled in the art will understand, the nozzles can be configured differently and each of the motors 20, 22, 24, 26 includes additional components.

Figure 3 illustrates a perspective view of a particular engine 20, 22, 24, 26, radially displaced from the center line 14 of the flight vehicle 10 and at a particular location along the axes x, y and z . The location of each of the engines 20, 22, 24, 26 is based on the particular configuration and requirements of the flight vehicle 10. For example, the engine shown in Figure 3 corresponds to engine 20 in the upper right corner because it has a positive coordinate and a negative z coordinate. Because the engine 20 is not

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centered at its pivot point 32, the central motor line 34 of the engine is parallel to the central line 14 of the flight vehicle 10. In this example, the location of the central motor line 34 is simply based on distances along the x, y and z axes.

For example, if the pivot point 32 of the engine 20 were radially separated by a distance h of approximately 2,121 feet from the center line 14 of the flight vehicle 10, then the pivot point 32 of the engine 20 would be 1.5 feet apart. length of the negative z axis and 1.5 feet along the y axis positive. In addition, assuming for this example, that the pivot point 32 of the motor 20 is located 8 feet ahead of the CG 12 along the positive x axis. When the engines 20, 22, 24, 26 are oriented directly backwards as shown in Figure 3, their thrust vectors are oriented substantially parallel to the center line 14 of the flight vehicle 10. Figure 4 illustrates the thrust line 38 of the engine 20 parallel to the center line 14 of the flight vehicle 10 because the engine 20 is not inclined.

Referring again to Figure 2 with the motors 20, 22, 24, 26 without tilt, the pivot points 32 of the motors 20, 26 can be aligned horizontally with each other above the center line 14 and the pivot points 32 of the motors 22, 24 can be aligned horizontally with each other below the center line 14. A horizontal line between the pivot points 32 of the two motors 20, 26 may be substantially parallel to a horizontal line between the pivot points 32 of the two motors 22, 24. One or both engines 20, 26 may be accelerated differently. that one or both engines 22, 24 to make the flight vehicle 10 maneuver around the pitch axis. For example, if the two lower engines 22, 24 have more acceleration than the two upper engines 20, 26, then the flight vehicle 10 will head up.

In addition, the pivot points 32 of the motors 20, 22 may be vertically aligned with each other and the pivot points 32 of the motors 24, 26 may be vertically aligned with each other. A vertical line between the pivot points 32 of the motors 20, 22 may be substantially parallel to a vertical line between the pivot points 32 of the motors 24, 26. One or both motors 20, 22 may be accelerated differently than one or both engines 24, 26 to make the flight vehicle 10 maneuver around the yaw axis. For example, if the left engines 24, 26 have more acceleration than the right engines 20, 22, then the flight vehicle 10 will be directed to the right as seen from the rear of the vehicle facing forward.

Figure 5A is similar to Figure 2 except that the motors 20, 22, 24, 26 rotate or pivot each around its pivot point 32. The rotation of the motors 20, 22, 24, 26 with respect to the circumference of the flight vehicle 10 may be referred to as "tangential inclination" or simply "inclination", but for the purposes of this disclosure only "radial" inclination should be distinguished. In addition, for the purpose of describing aspects of the disclosure, one or more of the figures may represent the motors 20, 22, 24, 26 inclined all the way to approximately ninety degrees. However, as those skilled in the art will understand, engines 20, 22, 24, 26 would not be inclined realistically to that point. With an inclination angle of ninety degrees, the engines 20, 22, 24, 26 would impart a counter-clockwise rotation in the flight vehicle 10 which is not provided for by the present disclosure. As described in greater detail below, the motors 20, 22, 24, 26 are preferably inclined only a few degrees, which is difficult to clearly represent in the figures of this description. In one or more configurations, it may be desirable to improve pitch and yaw movements without dynamically tilting the engines during flight.

Figure 5B is a perspective view corresponding to the orientation of the inclined motors 20, 22, 24, 26 shown in Figure 5A. Figure 5B illustrates the location of each of the motors 20, 22, 24, 26 in front of the CG 12 as well as its location with respect to the center line 14. The balancing, pitching and yaw axes of the flight vehicle 10 correspond to the x, y and z axes, which are shown in Figure 5B, in the CG 12. Therefore, the location of the engines 20, 22, 24, 26 can be expressed in terms of distances relative to the x, y and z axes. In this configuration, the motors 20, 22, 24, 26 are inclined around the pivot points 32 and the center line 34 of each motor 20, 22, 24, 26 is misaligned with the center line 14 of the vehicle 10 of flight. The orientation of the central motor line 34 of each of the inclined engines 20, 22, 24, 26 relative to the central line 14 of the flight vehicle 10 is expressed in terms of directional cosines. The directional cosines of each motor center line 34 are the cosines of the angles between each motor center line 34 and the three coordinate axes.

In Figures 5A and 5B, the motors 20, 22, 24, 26 are all inclined in the same direction and can be considered to have a positive polarity or have a positive inclination. Figure 6A is similar to Figure 5A illustrating the inclined motors 20, 22, 24, 26 but the motors 20, 24 are inclined in the opposite direction. Figure 6B is a perspective view corresponding to the orientation of the inclined motors 20, 22, 24, 26 shown in Figure 6A. In Figures 6A and 6B, the motors 20, 24 are rotated 180 degrees in the opposite direction relative to the other two inclined motors 22, 26 and, therefore, can be considered to have a negative polarity or are negatively inclined. Preferably, when all the motors 20, 22, 24, 26 are at the same thrust levels, the positive and negative inclination of the motors 20, 22, 24, 26 are matched or balanced together to counteract the balancing around the central line 14 of the vehicle 10. The positive and negative tangential inclinations of the first and second number of engines counteract each other to substantially eliminate the movement of the flight vehicle around the swing axis.

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Figure 7A is also similar to Figures 5A in illustrating the inclined motors 20, 22, 24, 26 but instead the motors 22, 26 are inclined in the opposite direction. Figure 7B is a perspective view corresponding to the orientation of the inclined motors 20, 22, 24, 26 shown in Figure 7A. In Figures 7a and 7B, the motors 22, 26 are turned 180 degrees in the opposite direction relative to the other two inclined motors 20, 24 and in that case they are referred to as having a negative polarity or having a negative inclination. Therefore, in Figures 7A and 7B, the motors 20, 24 have a positive polarity or a positive inclination that opposes the motors 22, 26.

In one or more configurations to control the behavior of the flight vehicle 10 with differential acceleration, the two lower engines, the engines 22 and 24, may have a first thrust level but different polarities from each other. In addition, the two upper engines, engines 20 and 26, may have a second thrust level but different polarities from each other. One of the lower motors 22, 24 may have a negative inclination together with one of the upper motors 20, 26 and the other of the lower motors 22, 24 may have a positive inclination together with the other of the upper motors 20, 26. In one or more other configurations, the two right motors, motors 20 and 22, may have a first thrust level but different polarities from each other. The two left motors, engines 24 and 26, may have a second thrust level but different polarities from each other. One of the right engines 20, 22 may have a negative segment together with one of the left engines 24, 26 and the other of the right engines 20, 22 may have a positive segment along with the other of the left engines 24, 26. Therefore, engines 20, 22, 24, 26 that could have the same thrust level to alter the behavior of the flight vehicle 10 have opposite polarities.

The polarities of each of the motors 20, 22, 24, 26 that are based on the configuration shown in Figures 6A and 6B or on the configuration shown in Figures 7A and 7B, are summarized in Table 1 then. As explained above, motors 20, 22, 24, 26 may be referred to as motors 1, 2, 3, 4, respectively.

TABLE 1

 Engine 1 Engine 2 Engine 3 Engine 4

 Figures 6A and 6B

 - + - +

 Figures 7A and 7B

 + - + -

The particular location of the inclined motor 20 is expressed in terms along the three coordinate axes. For example, Figure 8 illustrates a perspective view of a radially inclined and radially displaced engine configuration 20 from the center line 14 of the flight vehicle 10. The engine shown in Figure 8 corresponds to the engine 20 in the upper right corner that has a positive coordinate and a negative z coordinate. In this configuration, the engine 20 is inclined around its pivot point 32 and the engine center line 34 of the engine 20 is misaligned with the center line 14 of the flight vehicle 10. The orientation of the central motor line 34 of the inclined motor 20 with respect to the central line 14 of the flight vehicle 10 can be expressed in terms of directional cosines. The directional cosines of the central motor line 34 are the cosines of the angles between the central motor line 34 and the three coordinate axes.

Because the pivot point 32 of the engine 20 is radially separated a distance h of approximately 2,121 feet from the center line 14 of the flight vehicle 10, the pivot point 32 of the engine 20 is separated 1.5 feet along the negative z axis and 1.5 feet along the y axis positive. In addition, in this example, the pivot point 32 of the motor 20 is located 8 feet ahead of the CG 12 along the positive x axis. When the engine 20 has a nominal inclination of about 2 degrees to about 10 degrees, the engine center line 34 of the engine 20 is misaligned with the center line 14 of the flight vehicle 10 at about 2 to about 10 degrees. In one or more configurations, as illustrated in Figure 8, the inclination of each of the motors 20, 22, 24, 26 is approximately 5 degrees. As a result of the 5 degree inclination, the thrust line 38 of the engine 20 is also misaligned with the center line 14 of the flight vehicle 10 at 5 degrees, as shown in Figure 9. Only a nominal amount of inclination is preferred. of the engine, such as from about 2 to about 10 degrees, because it is not desirable to move the engine thrust lines 38 much further from the center line 14 of the flight vehicle 10. If the center line 34 of each engine 20, 22, 24, 26 is misaligned much more than approximately 10 degrees, additional propeller coils are required for the flight vehicle 10 and the additional weight would eliminate the benefit of having an improved control moment . In one or more configurations, the inclination of the motors 20, 22, 24, 26 remains fixed during the flight. In one or more different configurations, the motors 20, 22, 24, 26 are dynamically inclined during the flight.

A certain level of differential acceleration of the motors 20, 22, 24, 26 is required to produce a given level of control moment around a pitching or yaw maneuvering axis. The most desired moment requires more acceleration. As engine acceleration levels increase, engine design complexity increases, which is undesirable. However, the nominal tangential inclination of the motors 20, 22, 24 26 as explained above improves the control of the maneuvering axis, which leads to a lower acceleration of the required motor. In other words, for the same level of differential acceleration, the flight vehicle 10 with the engines

20, 22, 24, 26 with nominal inclination receive more moment control over any of the pitch and yaw axes. Therefore, the inclined motors 20, 22, 24, 26 do not have to accelerate differentially, with only a nominal difference in the thrust levels between the pairs of the fixed inclination motors 20, 22, 24, 26, to obtain the same moment of control the flight vehicle 10 that it would have had when the engines 20, 22, 24, 26 not 5 were inclined. Therefore, the proper selection of the tangential inclination can significantly improve the control of the behavior of the primary maneuver axis (either pitch or yaw), whether or not it is desired to control the balancing.

In one or more configurations, at least one of a first engine diversity and at least one of a second engine diversity are configured to operate at a first thrust level and at least one of the first engine diversity and at least one other of the second engine diversity is configured to operate at a second thrust level that is different from the first thrust level. The flight vehicle 10 performs at a maneuverability level around any of the pitch and yaw axes with the first diversity of engines that have the positive tangential inclination and the second diversity of engines that have the negative tangential inclination. The first and second engine diversity, if they lack positive and negative tangential inclinations 15, would require more thrust than one or both first and second thrust levels for the flight vehicle 10 to operate with the same level of maneuverability over any of the two axes of nodding and yaw.

While the differential acceleration of non-inclined engines 20, 22, 24, 26 can be used to control the trajectory of the flight vehicle 10, the two engine configurations shown in Figures 6A-20 6B and 7A-7B, with its corresponding motor polarities as described above, provide improved balancing along with nodding or yaw behavior for the flight vehicle. In other words, the improved maneuverability of the differentially accelerated vehicle 10 is provided around one of the pitch or yaw axes while the maneuverability on the other of the pitch or yaw axes is decreased. The configuration shown in Figures 6A and 6B, where motors 20, 24 have a negative tangential inclination 25 and motors 22, 24 have a positive tangential inclination, improve maneuverability on the pitch axis and decrease maneuverability on the yaw axis. The configuration shown in Figures 7A and 7B, where motors 20, 24 have a positive tangential inclination and motors 22, 26 have a negative tangential inclination, improve maneuverability on the yaw axis and decrease maneuverability on the axis of pitching. Therefore, the primary maneuvering axis of the flight vehicle 10 is determined by the way in which the engines 20, 22, 24, 26 are oriented to each other with a positive or negative tangential inclination.

The following momentum equations illustrate the utility of nominal tangential inclination to improve control of the maneuvering axis of a vehicle with differential acceleration:

Balancing mptac (ime) = Thme (ime) x (ryme (ime) x ezme (ime) - rzme (ime) x eyme (ime))

Heading mptac (ime) = Thme (ime) x (rzme (ime) x exme (ime) - rxme (ime) x ezme (ime))

35 Yaw mptac (ime) = Thme (ime) x (rxme (ime) x eyme (ime) - ryme (ime) x exme (ime))

mptac = momentum per accelerator actuator (foot-pounds)

ime = main engine index (engines 1 to 4)

Thme = main engine thrust (pounds)

rxme, ryme, rzme = moment arms (feet)

40 exme, eyme, ezme = directional cosines

The improvement of the control can be demonstrated in any of the engines 20, 22, 24, 26 by any of the equations of moment for pitching or yaw where the inclination of the nominal tangential motor significantly increases the moments related to the differential acceleration of pitching or yaw. All moments are a function of the thrust of each of the motors 20, 22, 24, 26, and with the purpose of demonstrating the advantage of nominally tilting the motors by the momentum equations identified above, the thrust of one of the Specific motors are not particularly relevant to demonstrate that the improvement of the pitch or yaw axis is mainly due to the directional cosines along with the particular polarities of each of the motors 20, 22, 24, 26. One or more algorithms of a system On-board computer the flight vehicle 10 determines how to differentially control the thrust of each of the engines 20, 22, 24, 26 and, therefore, control the movement around the x, y and z axes.

Also, provided that all engines 20, 22, 24, 26 are radially separated at an equal distance from the center line 14 of the flight vehicle 10 and are equidistant from each other, the rxme moment arms will be the same for each equation and arms of Ryme and rzme will have the same magnitude but different signs depending on the location. In the two configurations shown in Figures 6A-6B and 7A-7B, for example, the rxme moment arm is 8, the ryme moment arm is only 1.5, and the rzme moment arm is also only 1.5. The rxme moment is positive when the motors 20, 22, 24, 26 are in front of the CG 12 along the length of the

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flight vehicle 10 as shown in Figures 6A-6B and 7A-7B. The rxme moment is negative when the engines 20, 22, 24, 26 are behind the CG 12, such as when the engines 20, 22, 24, 26 are at the lower end of a flight vehicle.

If ryme and rzme are positive or negative values, it depends on where the corresponding motor is located on the y and z axes relative to the center line 14. The location of each of the motors 20, 22, 24, 26 along the y and z axes is best shown in Figures 6A and 7A. The motor 20 has a positive component and a negative z component, the motor 22 has positive y and z components, the motor 24 has a negative component and a positive z component, and the motor 26 has negative y and z components.

The directional cosmeoss exme, eyme and ezme, the projection of the motor thrust line 38 on the x, yyz axes, are determined by the costing angles of the motors 20, 22, 24, 26 defined between the line 34 central engine and the central line 14 of the flight vehicle 10. For exme in the moment equations, the cosine of 5 degrees is 0.996 which is approximately 1. The magnitude of exme is approximately 1 because the engine thrust line 38 is always substantially aligned with the center line 14 of the flight vehicle 10 . The magnitudes of both eyme and ezme is the sine of 5 degrees which is 0.087 which is almost 0. If there were no inclined motor, exme would actually be 1 and eyme and ezme would actually be 0.

Once the magnitudes of the directional cosines are determined, the polarity of the inclination angle of each of the motors 20, 22, 24, 26 can be used to determine if the directional cosines are positive or negative. In other words, due to the nominal inclination, a small thrust is placed on the positive and negative axis and on the positive or negative z axis. For example, because the thrust vectors are oriented opposite to the direction of the boom of the motors 20, 22, 24, 26, it can be shown in Figures 6A and 6B that the motor 20 has a thrust vector in the more and and more z addresses. Therefore, eyme and ezme are both positive. Motor 22 has the opposite polarity of motor 20 with a thrust vector in the plus y direction and the negative z direction. Therefore, for engine 22, eyme is positive and ezme is negative. Engine 24 has a negative eyme and a negative ezme. Engine 26 has a negative eyme and a positive ezme. If the directional cosines of the motors 20, 22, 24, 26 in Figures 7A and 7B are positive or negative they can also be determined by the direction of the thrust vectors. The exme directional cosine will always be positive for all engines, as the associated thrust vectors point approximately forward. The rxme moment arm will always be positive when engine 20 is ahead of CG 12 as shown in Figures 6B and 7B. The different combinations of inclination angles make the terms at the time of the equations have the same sign for the moment of inclination or for the moment of orientation.

Even with reference to the configuration of the motors 20, 22, 24, 26 as shown in Figures 6A and 6B, the moment equation for the head of the motor 22 with a positive inclination angle polarity has a positive shape, a positive exme, a positive rxme and a negative ezme. In the moment equation, the negative ezme is multiplied by rxme, which results in a negative number, but the moment equation subtracts the rxme product multiplied by the negative ezme. Subtracting the negative number results in a positive number and as rxme of 8 is multiplied by ezme of 0.087, 0.697 is added to the product of the arm of the moment rzme multiplied by the exme (cosine of 5 degrees is approximately 1). Therefore, the two components of the pitch moment equation have the same sign for the pitch moment. This results in a general increase in the pitching moment due to the nonzero directional cosine ezme produced by the inclination compared to a pitching moment without inclination.

For the yaw moment equation of motor 22, in the configuration shown in Figures 6A and 6B, the thrust may have the same value as for the previous pitch moment equation. The rxme moment arm of 8 is multiplied by eyme which is 0.087. The product is 0.696. The product of the ryme moment arm of 1.5 is multiplied by exme, which is almost 1, subtracted from 0.696. Therefore, the two components of the yaw moment equation do not have the same sign for the yaw moment. Because the mptac is smaller, this results in a smaller yaw moment compared to the yaw moment if the engine 22 has not tilted. In this case, the movement on the yaw axis would be diminished.

More particularly, for example, for the engine 22 having a thrust of 1,500 pounds and a positive inclination of the engine of 5 degrees, the arithmetic is as follows for the nodding and yawning moments:

Pitch mptac = 1,500 lbs ((1.5 ft x 0.966) - (8 ft x (-0.0870))

= 1,500 lbs (1,449 ft + 0.96 ft)

= 1,500 lbs (2,145 ft)

= 3217.5 ft - lbs

Yaw mptac = 1,500 lbs ((8 ft x 0.087) - (1.5 ft x 0.996)) = 1,500 lbs (0.696 ft- 1,494 ft)

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= 1,500 Ibs (- 0.798)

= -1197 ft-lbs

Thus, the nominal inclination of each of the motors 20, 22, 24, 26 takes advantage of the length of the lever arm rxme in the longitudinal direction. The meaning of this is that the rxme moment arm is approximately 8 feet from CG 12 while the ryme and rzme arms are only 1.5 feet from the center line 14. With 5 degrees of motor inclination, the directional eyme and ezme cosines are only around 0.087. The 0.087 directional cosines are multiplied by the 8-foot rxme to obtain approximately 0.697. Therefore, in each individual motor, a nominal inclination creates a multiplier effect due to the inclusion of the rxme moment arm against the participation of only the ryme and rzme moment arm proportions in the case of not inclined.

Without the tangential inclination, the mptac pitch would be:

Pitch mptac = 1,500 lbs x (1.5ft x 0.966) = 2173.5 ft - lbs

The improvement around the pitch axis is then the difference between 3217.5 ft-lbs and 2173.5 ft-lbs. The sensible percentage, this is an increase at the time of the pitch of (3217.5 - 2173.5) /2173.5 = 48%. This is approximately a 48% increase in momentum control compared to the case without inclination. The motors 20, 22, 24, 26, each of which has improved movement around the pitch and yaw axes, or decreased movement around the pitch and yaw axes, are coordinated by differential acceleration by varying the thrust of each one of the engines 20, 22, 24, 26, to control the behavior of the flight vehicle. Differences in thrust between each of the engines 20, 22, 24, 26 determine how much increased or decreased movement is provided to control the behavior of the flight vehicle 10.

The momentum equation for balancing is also described above. The tangential inclination allows the control of the balancing by means of differential acceleration but there is no increase or decrease in the moment of the balance as a result of the inclination of the motors 20, 22, 24, 26 together with the improvement of the control of nodding or yawning because The balancing moments around the center line of the flight vehicle 10 cancel each other with any kind of improvement. The control moments of the motors 20, 22, 24, 26 when they are arranged as shown in Figures 7A and 7B can be determined in a manner similar to that described above. In that case, it would be determined that the flight vehicle 10 with nominally inclined engines 20, 22, 24, 26 as described above, would have improved maneuverability around the yaw axis and decreased maneuverability around the pitch axis.

In accordance with another embodiment described herein, a system is provided to provide improved control of a flight vehicle, either on the pitch and yaw axes during the flight. The system includes a first flight vehicle engine that has a first tangential inclination such that a thrust line of the first engine is misaligned with a center line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle. The system further includes a second flight vehicle engine that has a second tangential inclination so that a thrust line of each of the second engine diversity is misaligned with the center line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle. The first and second engines are separated equidistant from each other and from the center line of the flight vehicle and are configured for differential acceleration to control the behavior of the flight vehicle. The first and second tangential inclinations of the first and second engines are the same but opposite, thus improving the movement of the flight vehicle around one of the pitch and yaw axes. The system can also include a third motor that has a third tangential inclination, where the first, second and third tangential inclination are equal and mutually annul.

Figure 10 illustrates routine 100 to improve one of the pitch and yaw controls of a flight vehicle during the flight. Unless otherwise indicated, more or less operations can be performed than those shown in the figures and described herein. In addition, unless otherwise indicated, these operations can also be performed in a different order than described here.

Routine 100 begins in operation 110, where a preferred maneuver axis of the flight vehicle is determined. In operation 120, in response to the determination of a preferred maneuvering axis, a first and a second diversity of flight vehicle engines are configured. Operation 130 includes the tangential inclination of the first engine diversity of the flight vehicle to have a positive tangential inclination so that the thrust lines of the first engine diversity are not parallel to a center line of the flight vehicle. Operation 140 includes the tangential inclination of the second engine diversity of the flight vehicle to have a negative tangential inclination so that the thrust lines of the second engine diversity are not parallel to the center line of the flight vehicle. In operation 150, the first and second diversity of engines are accelerated differentially to control the behavior of the flight vehicle on the pitch, yaw and roll axes. Routine 100 may also include a decreasing movement of the flight vehicle about an axis other than the preferred maneuver axis.

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The object described above is provided by way of illustration only and should not be construed as limiting. Various modifications and changes can be made to the object described herein without following the exemplary embodiments and applications illustrated and described, and without departing from the scope of the present disclosure, which is defined in the following claims.

In accordance with one aspect of the present disclosure, a flight vehicle is provided configured to provide improved control over the pitching or yaw axes during the flight, which comprises a first diversity of flight vehicle engines having such a positive tangential inclination. that the thrust line of each of the first engine diversity is misaligned with a central line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle; and a second diversity of flight vehicle engines having a negative tangential inclination such that a thrust line of each of the second engine diversity is misaligned with the center line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle and opposed to the first diversity of engines, wherein the first and second diversity of engines are separated equidistant from each other and from the center line of the flight vehicle, each of the first diversity of engines located alternately with relation to each of the second diversity of engines and the first and second diversity of engines configured for differential acceleration to control the behavior of the flight vehicle on the pitch, yaw and roll axes where the positive and negative tangential inclinations of the first and second diversity of engines improve the movement of the vehicle of v uelo on one of the nodding and yaw axes.

The described flight vehicle where the positive and negative tangential inclinations of the first and second diversity of engines decrease the movement of the flight vehicle on the other of the pitch and yaw axes due to the positive and negative tangential inclinations of the first and Second diversity of engines.

The described flight vehicle wherein at least one of the first engine diversity and at least one of the second engine diversity are configured to operate at a first thrust level and at least one of the first engine diversity and at least one other of the second engine diversity is configured to operate at a second thrust level that is different from the first thrust level.

The described flight vehicle where the flight vehicle performs a level of maneuverability around one of the pitch and yaw axes with the first and second diversity of engines that have positive and negative tangential inclinations, and where more thrust than at least one of the first thrust level and the second thrust level would be required for the flight vehicle to perform at the maneuverability level around one of the pitch and yaw axes without the first and second engine diversity having the positive and negative tangential inclinations.

The described flight vehicle wherein the center lines of the engine of both the first and second engine diversity are misaligned at approximately 2 degrees to approximately 10 degrees with respect to the center line of the flight vehicle.

The described flight vehicle wherein the center lines of the engine of both the first and second engine diversity are misaligned approximately 5 degrees with respect to the center line of the flight vehicle.

The described flight vehicle further comprises a moment partially defined by a directional cosine with respect to the central line of the flight vehicle and a central motor line of each of the first and second diversity of engines.

The system flight vehicle m described wherein the first engine diversity includes two engines with the positive tangential inclination and the second engine diversity includes two engines with the negative tangential inclination.

The flight vehicle described in which the first and second engine diversity are fixed with respect to the center line of the flight vehicle.

The described flight vehicle where the first and second engine diversity are not dynamically inclined during the flight.

The described flight vehicle where the flight vehicle has no rocker.

The described flight vehicle where a center of mass of the vehicle corresponds to the center line of the flight vehicle.

The described flight vehicle where the first and second engine diversity are in front of a center of mass of the flight vehicle.

The described flight vehicle where the first and second engine diversity are behind a center of mass of the flight vehicle.

The described flight vehicle where the flight vehicle is a vehicle launched by air.

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The described flight vehicle in which the flight vehicle is a ground vehicle.

The described flight vehicle where the vehicle is a symmetric flight vehicle. A method for improving one of the pitch and yaw control of a flight vehicle during the flight is also provided, the method comprising determining a preferred maneuvering axis of the flight vehicle; in response to the determination of a preferred maneuvering axis, configure a first and second diversity of flight vehicle engines: tangentially tilting the first diversity of flight vehicle engines to have a positive tangential inclination with respect to the circumference of the vehicle of flight so that the thrust lines of the first engine diversity are not parallel to a center line of the flight vehicle; and tangentially inclining the second diversity of flight vehicle engines to have a negative tangential inclination with respect to the circumference of the flight vehicle and opposite the first engine diversity so that the thrust lines of the second engine diversity are not parallel to the center line of the flight vehicle; and differentially accelerate the first and second diversity of engines to control the behavior of the flight vehicle on the pitch, yaw and roll axes.

The disclosed method further comprises reducing the movement of the flight vehicle around an axis other than the preferred maneuvering axis.

The described method wherein the configuration of the first and second engine diversity further comprises eliminating the rolling around the center line of the flight vehicle with the positive tangential inclination of the first engine diversity by counteracting the negative tangential inclination of the second diversity. of engines.

The disclosed method wherein the tangential inclination of the first and second engine diversity comprises misaligning thrust lines of the first and second engine diversity at approximately 2 degrees to approximately 10 degrees with respect to the center line of the flight vehicle.

The disclosed method wherein the tangential inclination of the first and second engine diversity comprises misaligning thrust lines of the first and second engine diversity at approximately 5 degrees with respect to the center line of the flight vehicle.

The described method further comprises operating at least one of the first engine diversity and at least one of the second engine diversity at a first thrust level and at least one of the engine diversity and at least one of the second engine diversity in a second push level that is different from the first push level.

The described method where the flight vehicle operates at a maneuverability level around one of the pitch and yaw axes with the first and second diversity of engines that have positive and negative tangential inclinations, and where more than at least one the first thrust level and the second thrust level will be required for the flight vehicle to operate at the maneuverability level around one of the pitch and yaw axes without the first and second diversity of engines having positive tangential inclinations and negative.

The disclosed method in which the tangential inclination of the first and second engine diversity comprises generating a moment partially defined by a directional cosine with respect to the central line of the flight vehicle and a central motor line of each of the first and Second diversity of engines.

The method described in which the tangential inclination of the first and second engine diversity comprises generating a moment, with respect to the central line of the flight vehicle, which is partially defined by a directional cosine, and which is greater than if the first and the second diversity of engines had no tangential inclination.

According to another aspect of the present disclosure, there is a flight vehicle configured to provide improved control over one of the pitch and yaw axes during the flight, which comprises a first diversity of flight vehicle engines that have a tangential inclination. positive with respect to a circumference of the flight vehicle so that the thrust lines of the first engine diversity are not parallel to a center line of the flight vehicle; and a second diversity of flight vehicle engines that has a negative tangential inclination with respect to the circumference of the flight vehicle and opposite the first engine diversity, so that the thrust lines of the second engine diversity are not parallel to the center line of the flight vehicle, where the first and second diversity of engines are located alternately with each other, where the flight vehicle has a center of mass that substantially corresponds to the center line of the flight vehicle, where the Tangential inclination of the first and second engine diversity generates a moment partially defined by directional cosines with respect to the central line of the flight vehicle and a central motor line of each of the first and second engine diversity, and where the first and second diversity of engines are accelerated differentially to control the behavior of the vehicle of flight around the axes of nodding, winking and swinging.

The described flight vehicle can be configured so that the first and second engine diversity are fixed relative to the center line of the flight vehicle to prevent dynamic tilt during the flight.

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According to one example, a flight vehicle is provided configured to provide improved control over any of the pitch and yaw axes during the flight, which comprises a first engine of the flight vehicle having a first tangential inclination such that a line of The first thrust of the engine is misaligned with a central line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle; and a second flight vehicle engine having a second tangential inclination such that a thrust line of each of the second engine diversity is misaligned with the center line of the flight vehicle in a tangential direction with respect to a vehicle circumference of flight, where the first and second engines are separated equidistant from each other and from the center line of the flight vehicle, where the first and second engines are configured for differential acceleration to control the behavior of the flight vehicle, and in where the first and second tangential inclinations of the first and second engines are equal but opposite, which improves the movement of the flight vehicle on one of the pitch and yaw axes.

The described flight vehicle further comprises a third engine having a third tangential inclination, wherein the first, second and third tangential inclination are equal and mutually annul.

The disclosed system where the first and second diversity of engines are fixed with respect to the center line of the flight vehicle to prevent dynamic tilt during the flight.

According to another example, a system is provided to provide improved control of a flight vehicle over any of the pitch and yaw axes during the flight, which comprises a first engine of the flight vehicle having a first tangential inclination such that a thrust line of the first engine is misaligned with a central line of the flight vehicle in a tangential direction with respect to a circumference of the flight vehicle; and a second flight vehicle engine having a second tangential inclination such that a thrust line of each of the second engine diversity is misaligned with the center line of the flight vehicle in a tangential direction with respect to a vehicle circumference of flight, where the first and second engines are separated equidistant from each other and from the center line of the flight vehicle, where the first and second engines are configured for the differential acceleration of the flight vehicle, and where the first and Second tangential inclinations of the first and second engines are equal but opposite, which improves the movement of the flight vehicle on one of the pitch and yaw axes.

The disclosed system further comprises a third engine that has a third tangential inclination, where the first, second and third tangential inclination are equal and mutually annul.

Claims (14)

5 10 fifteen twenty 25 30 35 40 Four. Five fifty 1. A flight vehicle configured to provide improved control over the pitch or yaw axes during the flight, comprising: a first and a second plurality of engines (20, 22, 24, 26) that are separated equidistant from each other and from of the central line (14) of the flight vehicle, each of the first diversity of engines (20, 24) positioned alternately with respect to each of the second diversity of engines (22, 26), and the first and second diversity of engines (20, 22, 24, 26) configured for differential acceleration to control the behavior of the flight vehicle on the pitch and yaw axes, characterized in that the first engine diversity (20, 24) of the flight vehicle has a positive tangential inclination such that a thrust line of each of the first engine diversity (20, 24) is misaligned with a central line (14) of the flight vehicle; Y the second engine diversity (22, 26) of the flight vehicle has a negative tangential inclination such that a thrust line of each of the second engine diversity (22, 26) is misaligned with the center line (14) of the vehicle Of flight, where the positive and negative tangential inclinations of the first and second diversity of engines (20, 22, 24, 26) improve the movement of the flight vehicle around one of the pitch and yaw axes, wherein the first motor diversity (20, 24) includes two motors (20, 24) with the positive tangential inclination that are configured to provide a first swinging moment around the center line (14) and the second motor diversity ( 22, 26) includes two motors (22, 26) with negative tangential inclinations that are configured to provide a second balancing moment around the center line (14), where the first and second balancing moments cancel each other. 2. The flight vehicle according to claim 1, wherein the positive and negative tangential inclinations of the first and second engine diversity (20, 22, 24, 26) decrease the movement of the flight vehicle on the other of the pitch and yaw axes due to the positive and negative tangential inclinations of the first and second engine diversity (20, 22, 24, 26). 3. The flight vehicle of any preceding claim, wherein at least one of the first engine diversity (20, 24) and at least one of the second engine diversity (22, 26) are configured to operate at a first level of thrust and at least one of the first engine diversity (20, 24) and at least one of the second engine diversity (22, 26) are configured to operate at a second thrust level that is different from the first thrust level . 4. The flight vehicle according to any of the preceding claims, wherein the flight vehicle performs a maneuverability level around one of the pitching axes and yaws with the first and second diversity of engines (20, 22, 24 , 26) that have positive and negative tangential inclinations, and where more thrust than at least one of the first thrust level and the second thrust level would be required for the flight vehicle to operate at the maneuverability level around one of the axes pitch and yaw without the first and second diversity of engines (20, 22, 24, 26) that have positive and negative tangential inclinations. 5. The flight vehicle of any preceding claim, wherein the center lines of the engine of both the first and second engine diversity (20, 22, 24, 26) are misaligned at about 2 degrees to about 10 degrees from to the central line (14) of the flight vehicle. 6. The flight vehicle of any preceding claim, wherein the center lines of the engine of both the first and second engine diversity (20, 22, 24, 26) are misaligned approximately 5 degrees with respect to the line (14 ) central of the flight vehicle. 7. The flight vehicle of any preceding claim, further comprising a moment partially defined by a directional cosine with respect to the central line (14) of the flight vehicle and a central motor line of each of the first and second diversity of engines (20, 22, 24, 26). 8. The flight vehicle of any preceding claim, wherein the first and second engine diversity (20, 22, 24, 26) are fixed with respect to the center line (14) of the flight vehicle. 9. The flight vehicle of claim 1, wherein the first and second engine diversity (20, 22, 24, 26) are not dynamically inclined during the flight. 10. The flight vehicle of claim 1, wherein the flight vehicle has no rocker arms. 11. The flight vehicle of any preceding claim, wherein a center of mass of the vehicle (12) corresponds to the center line (14) of the flight vehicle. 12. The flight vehicle of claim 1, wherein the first and second engine diversity (20, 22, 24, 26) are in front of a center of mass of the flight vehicle (12). 13. The flight vehicle of claim 1, wherein the first and second engine diversity (20, 22, 24, 26) are behind a center of mass of the flight vehicle (12). 14. The flight vehicle of any preceding claim, wherein the flight vehicle is a vehicle launched by air.